Health monitoring of LFB officers who attended Grenfell (2)

Andrew Dismore: What conclusions have been drawn from the health monitoring of LFB officers who attended the Grenfell Tower fire?

The Mayor: Despite the scale of the incident very few staff presented with acute respiratory ill health that required treatment or assistance at the scene of the fire. There has been no indication from routine periodic medicals of any increase in the development of cardiorespiratory ill health in staff that the Grenfell Tower fire. The Grenfell Firefighter Study will allow a more detailed study of cardiorespiratory health in this regard it will publish its conclusions in summer 2022.
Following the Grenfell Tower fire there was an increase in overall psychological ill health, particularly stress, anxiety and depression. This is reflected in the increased numbers of referrals to the London Fire Brigade counselling service. Greater awareness and understanding of trauma and PTSD across the organisation increased the numbers of staff who felt able to seek treatment for trauma-related conditions.

Temperature checks on TfL staff

Caroline Pidgeon: On the 22 July 2020 you appeared before the House of Commons Transport Select Committee and stated:
“Oneof thethingswe are trialling is checking the temperature of staffat a number of our bus stations.I appreciate that if you are pre-symptomatic or asymptomatic you may not show a temperature, but it is part ofourlearning process to see if there are things we can learn from temperature.”
What has TfL learnt from this trial and please state how extensive has been the checking of the temperature of TfL staff?

The Mayor: A trial has taken place amongst staff employed directly by the bus operators; there has been no trial involving Transport for London (TfL) staff. TfL commissioned the trial and will review key insights from it.
The trial took place for six weeks between 22 June 2020 and 3 August 2020. A working group was set-up with membership from TfL, bus operators (six took part in the trial), Unite the Union representatives and an independent research company commissioned by TfL to undertake the research.
During the trial, just under 56,000 temperature checks were made. Only six tests failed and of these none of the individuals subsequently tested positive for Covid-19.
The conclusion was drawn that there is insufficient evidence to support a large-scale roll-out of temperature testing. However additional behavioural research and a standardised approach to data collection and sharing across different industries could better inform the benefits and disbenefits.

LFB Response to a Second Wave (1)

Andrew Dismore: How has LFB adapted its workload in order to respond to the second wave of Covid-19?

The Mayor: London Fire Brigade (LFB) has taken a proportionate approach to the second wave of the pandemic, balancing risk against the requirement to deliver key services that protect the public and staff in a COVID-19 secure environment. LFB is in a different position than the first wave, in that the risks and impacts posed by COVID-19 are understood better, and robust risk control measures are now in place. This includes risk assessments, COVID-19 secure audits, deep-clean procedures for premises and appliances, testing, and track and trace procedures. LFB continues to aim to deliver all services, diverting resources and repurposing staff where required, while at the same time managing the backlog of work resulting from the first wave, such as the continuation of training. LFB recognises that restrictions and lockdowns may continue for some time and is evolving so that they are able to deliver their services within these confines going forward.

LFB research (2)

Andrew Dismore: Will the research of Professor James Bilzon include examination of EDBA equipment? Please provide details

The Mayor: The trials will be based around a single scenario of ascending and descending 30 floors in full structural firefighting PPE and carrying equipment. This scenario will have eight iterations which include the wearing of both standard and extended duration breathing apparatus and also oxygen rebreather sets. These breathing apparatus sets will be worn both under air and not under air.

Housing construction

Andrew Boff: Can you confirm that construction is proceeding as normal in all housing schemes in which the GLA or its functional bodies have an interest?

The Mayor: All GLA sites under construction closed during the first lockdown due to the Covid-19 pandemic. All have now re-opened and construction has resumed, with the exception of the Western Gateway in the Royal Docks which remained closed while a Registered Provider Partner was appointed. Western Gateway will recommence construction before spring 2021. However, it should be noted that restrictions regarding safe working and social distancing may result in developments in the programme taking longer to complete. This is being monitored on a project by project basis.
The majority of TfL housing sites are open and operating under new ‘as normal’ conditions with the exception of two which have remained closed for reasons unrelated to Covid-19.
Work is continuing on all the London Legacy Development Corporation’s housing construction sites. The residential developers/contractors are working on site with appropriate social distancing measures in place. The contractors have weekly ‘toolbox talks’ to emphasise their site safe Covid measures and do regular checks to ensure compliance. The sites have staggered start and finish and break times to avoid over-crowding, and have made extra arrangements to encourage site staff not to use public transport.
There are no live construction sites on land owned by the Mayor’s Office for Policing and Crime (MOPAC) or London Fire Commission. Old Oak and Park Royal Development Company (OPDC) doesn’t own any land.

Affordable homes

Andrew Boff: Given that construction has been exempted from the current lockdown, when do you expect GLA-funded affordable housing starts to reach or exceed previous levels?

The Mayor: Before the pandemic, City Hall had overseen the highest number of affordable housing starts on sites since GLA records began in 2002/3. The lockdown measures implemented in March placed constraints on construction sites that affected output and had an impact on the ability of our partners to meet project milestones set before the pandemic. In recognition of this, the Government approved a one-year extension to the current Affordable Homes Programme, which will now end in 2023. Although the current lockdown will not require construction site closures or downing of tools, we have worked and continue to work closely with our partners to reprofile housing starts that reflect the impact of the measures adopted during the first lockdown. I am on track to deliver the remaining starts in the programme, and to achieve 116,000 starts on site by 2023.

PN633

Andrew Dismore: How many buildings in London does LFB anticipate the change to breathing equipment operation outlined in PN633 would be applicable for?

The Mayor: The Policy Note on high-rise firefighting (PN633) was revised as part of the response to the recommendations of the Phase 1 report from the Grenfell Tower Inquiry. It covers operational tactics for use in exceptional circumstances when a high-rise building is not behaving as expected in a fire, to provide the greatest possibility of reaching all parts of the building for the emergency evacuation of residents. Due to the complexity and unknown number and extent of the different issues within the current built environment, London Fire Brigade is unable to quantify how many buildings in London this may apply to.

Health monitoring of LFB officers who attended Grenfell (1)

Andrew Dismore: What health monitoring of the LFB officers who attended Grenfell has been undertaken to date?

The Mayor: Both the physical and psychological health of LFB staff was monitored after the Grenfell Tower fire. Any staff exhibiting acute symptoms of respiratory ill health at the scene were treated by London Ambulance Service. The development of chronic cardiorespiratory ill health is monitored through routine periodic medicals. London Fire Brigade is collaborating with Imperial College on the Grenfell Firefighter Study, which will investigate the cardiorespiratory health of all staff that attended the Grenfell Tower fire. This is on a voluntary basis. The study was delayed by the lockdown in response to the coronavirus pandemic, but staff are currently being scheduled to attend from December.
The psychological health of all staff that attended the incident was evaluated immediately and periodically reviewed. Any staff identified as requiring specialist support were referred to the Counselling and Wellbeing team. A psychological health monitoring component will be included in routine periodic medicals from next year.

EWS1 Process (2)

Andrew Dismore: I am aware of buildings that were completed and signed off in 2019 where leaseholders are now being required by mortgage companies to have an EWS1 form present even though dangerous cladding had been banned for use in buildings over 18m since December 2018. Is it right that lenders are asking for an expensive ESW1 forms to be completed in these circumstances before leaseholders are able to remortgage their property at a reasonable rate?

The Mayor: Please see my response to Mayor’s Question 2020/3947.

EWS1 Process (3)

Andrew Dismore: How are you working with RICS, the Government and others, including lenders, to address the challenges of the EWS1 process as it stands?

The Mayor: Please see my response to Mayor’s Question 2020/3945.

EWS1 providers (2)

Andrew Dismore: At the recent FREP committee meeting one leaseholder raised a concern that the company who had provided the failed EWS1 form then stood to make 10% of the tender for remediation work. As a result she had lost confidence in the professionalism of the company concerned and the outcomes of the EWS1 form. Will you commit to working with RICS and IFE so that London’s leaseholders can trust the EWS1 process and the companies and individuals that complete EWS1 forms?

The Mayor: Please see my response to Mayor’s Question 2020/3945.

EWS1 providers (1)

Andrew Dismore: Recent reports state that there are unscrupulous companies unable to legally complete EWS1 forms yet still signing them off. This has caused unnecessary stress to leaseholders and could potentially mean dangerous buildings are found to be safe by such an EWS1 form. Will you commit to working with RICS and IFE to address these issues?

The Mayor: It is shameful that some unscrupulous companies appear to be exploiting the cladding crisis by issuing fake safety forms. I have made both the Met Police and Trading Standards aware of specific cases brought to my attention.
I have been engaging with partners to understand the challenges of the EWS1 process, such as the lack of competent professionals available to carry out these works, but ultimately this is a national crisis that needs Government intervention to resolve. This is why in September I wrote to the Housing Secretary of State to outline the steps I believe the Government should take to address this issue, but I am yet to receive a response. The Government must act on these concerns without delay to avoid further stagnation in the sales market, protect leaseholders from further distress and restore confidence in the housing market.

Low Traffic Neighbourhoods (2)

Andrew Boff: Could the Mayor confirm whether or not TfL recommended that Enfield Council receive £100,000 from the DfT’s emergency active travel fund to spend on the Bowes Low Traffic Neighbourhood?

The Mayor: Transport for London reviewed the Bowes Low Traffic Neighbourhood bid submitted by Enfield to the Department for Transport (DfT) for their Emergency Active Travel Fund, and advised that it met the criteria. Funding of £100,00 was approved by the DfT.

CW9 (2)

Tony Devenish: Is the Mayor aware that Hammersmith & Fulham Council appointed a residents’ commission, comprised of unqualified and unrepresentative people, to, in the view of many, rubber stamp existing plans, whilst advertising they would be responsible for a redesign that they are not competent to carry out and, in an apparent attempt to avoid public scrutiny, giving all commission members confidentiality agreements?

The Mayor: As I said in my response to Mayor’s Question 2020/2880, I’m encouraged that Hammersmith & Fulham Council is engaging and listening to local people through its Residents’ Commission in order to achieve the best outcome for the community.
TheCommission’sTerms of Reference(which is available for everyone to read athttps://www.lbhf.gov.uk/councillors-and-democracy/resident-led-commissions/cycling-and-walking-residents-commission) state that the Commissionhas been established to“...allow residents to shape safer cycling and walking facilities in Hammersmith and ensure residents voices are heard as the design principles are progressed.”

CW9 (3)

Tony Devenish: Does the Mayor believe that the introduction of CW9 is so important that LBHF is fully justified in shamelessly ignoring its manifesto promise to oppose CW9 and being disingenuous towards its own residents

The Mayor: I am committed to delivering a safe cycle route between Brentford and Olympia. Making it safer and more attractive to cycle in Hammersmith is even more important now during this global pandemic with current restrictions on public transport capacity, and the urgent need to provide facilities for people to walk and cycle more in order to avoid a damaging car-based recovery.
I have made clear my views regarding the way the Council is seeking to engage with its residents in my previous response to Mayor’s Question 2020/2880, and I would also refer you to my answer to Mayor’s Question 2020/4226.

CW9 (1)

Tony Devenish: Is the Mayor aware that Hammersmith & Fulham Council has failed to publish its own research that is suspected of revealing residents don’t want CW9, despite being served multiple times with FoI requests?

The Mayor: FOI requests relating to material produced, commissioned or held by any local authority are matters for the individual local authority.

A24 Streetspace Scheme (5)

Leonie Cooper: Local constituents and businesses remain concerned about the lack of disabled parking bays. Are there any plans to re-introduce any such bays on the main A24, or to implement more bays on adjoining side roads?

The Mayor: When the scheme was introduced, Transport for London (TfL) retained as many Blue Badge disabled parking bays as possible, moving them to side roads. TfL will be introducing additional disabled parking bays in Balham and Colliers Wood in the next few weeks, and further opportunities for more disabled parking in Tooting are also being explored.

CW9 (4)

Tony Devenish: If the Mayor condones Hammersmith & Fulham Council’s behaviour regarding CW9, would he tell us which other issues he considers to be so important that a lack of transparency towards the electorate is justified?

The Mayor: I believe transparency is key in all decision-making processes. Regarding Hammersmith and Fulham Council’s approach to how it engages with residents, I would again refer you to my previous response to Mayor’s Question 2020/2880 in September, and to my answer to Mayor’s Question 2020/4226.

CW9 (5)

Tony Devenish: If the Mayor does not condone Hammersmith & Fulham Council’s behaviour regarding CW9, will he withdraw funding for CW9 until it gets a proper, locally democratic mandate?

The Mayor: Transport for London has consulted the community on a safe cycle route between Brentford and Olympia twice, in 2017 and in early 2019. Nearly 60 per cent of respondents supported or strongly supported the scheme as proposed and as such, I have no intention of withdrawing financial support for the scheme. Now, more than ever, we should be providing facilities which encourage and enable active travel as much as possible in order to avoid a damaging car-based recovery to the global pandemic, and to help London become a healthier and more sustainable city.

Homeless Londoners

Navin Shah: I was pleased to see your call on the Government to provide funding to help accommodate homeless Londoners in a Covid secure way during the harsh winter. Can I ask that you continue to call on the Government to provide more clarity, and crucially, more funding to local authorities, to help keep homeless people safe from the cold, and the virus this winter?

The Mayor: Rough sleepers should not have to choose between cold and COVID, which is why I have repeatedly called on the Government to ensure that COVID-secure accommodation is available for all London’s rough sleepers this winter. Recently-announced national funding, though welcome, is woefully inadequate, falling far short of what would be needed in London alone for emergency accommodation and support this winter for those sleeping rough now and those coming onto the streets. For those facing the twin threats of COVID-19 and the dangers of sleeping rough through the winter this is an urgent matter. I will continue to urge the Government to provide sufficient funding for both pan-London and borough provision, as well as clear guidance to local authorities around accommodating homeless Londoners with No Recourse to Public Funds. Without significant additional funding from the Government, there is a serious risk that the excellent work done to get Everyone In during the first lockdown will be undermined.

Removal of Low Traffic Neighbourhoods (LTNs)

Leonie Cooper: Wandsworth bid for money, installed and then rapidly removed all their LTNs – some installed merely for hours or days. Many constituents have asked if all the money for these installations has now been claimed and if any of the money claimed will need to be paid back, as the full six month trials were not completed?

The Mayor: The London Borough of Wandsworth has, like all other London boroughs, submitted its claim for expenses. Wandsworth’s submission is currently being reviewed by Transport for London.

Addressing road safety issues when the clocks change

Caroline Pidgeon: I have been contacted by a constituent who would like to know what steps TfL takes to address the issue that every year when the clocks change there is a spike in the number of collisions on our streets. Has TfL considered a specific safety campaign aimed at drivers to ensure they take extra care during this period?

The Mayor: Transport for London (TfL) takes action throughout the year to reduce road danger. It knows that there is a rise in risk at the time the clocks change, so at that time of year TfL intensifies many of its measures, particularly those that focus on user behaviour. This includes increasing the visibility of its marketing, such as using additional poster spaces for its Watch Your Speed campaign in the weeks following the clock change. TfL also makes safe training opportunities available. For example, it recently launched an online cycle skills course which covers four modules, including Get ready to ride, First time on the road, On the road again and Cycling with children. There is targeted engagement with the police to raise awareness among road users of how to reduce risks to themselves and others. TfL also supported Brake’s annual Road Safety Week promotion campaign from 16-22 November which provides an opportunity to raise awareness of road risk with a wide range of road users and community groups.
This activity is on top of TfL’s continuous work to target enforcement activity, lower speed limits, make road layouts safe and encourage the highest safety standards in vehicle engineering.

Affordable housing grant start deadlines

Siân Berry: It is my understanding that the original £3.15 billion of Affordable Homes Programme 2016-21 funding detailed in MD2125 had a deadline of 31 March 2021 within its grant agreements, by which delivery of the funded housing schemes must have started. A number of schemes funded under that programme are now unable or unlikely to start on site by this date. Subsequent MD2282 set out an additional £1.67 billion for new grants to schemes starting up to 2022. Currently, the Delegated Approvals Log showing grant approvals on your Housing Statistics webpage (https://www.london.gov.uk/what-we-do/housing-and-land/increasing-housing-supply/affordable-housing-statistics) lists all grant approvals made under your affordable housing programme since 2016 retrospectively as part of: “Homes for Londoners 2016-23.” Does the start deadline of 31 March 2021 still apply to grants awarded under the terms of MD2125? And if not, could you tell me where any Mayoral or Director decision to create a blanket extension to developer start deadlines for your affordable grants can be scrutinised? And will you publish data showing a list of any revised latest start dates agreed for schemes allocated grant under the terms of MD2125 that are not now set to achieve the start-on-site milestone before 31 March 2021?

The Mayor: In 2016, the Mayor secured £3.15bn for the 2016-21 Affordable Homes Programme with the expectation to start 90,000 affordable homes between April 2015 and March 2021. In Spring 2018, the Mayor successfully secured a further £1.67bn from central government to fund a further 26,000 affordable homes in London. MD 2282, approved in May 2018, set out approval for the full Affordable Home Programme budget to be used to deliver at least 116,000 starts of affordable homes by March 2022. This combined the programme target for an initial 90,000 plus a further 26,000 homes to a total of 116,000 starts by March 2022. Due to the impact of the Covid-19 pandemic on the development and construction sector, in the summer of 2020 the Government confirmed an extension of the affordable housing programme in England (including London) by a further year to March 2023.
Approvals made in the programme under MD 2125 will be taken forward with milestones as agreed at the time, unless adjustments to those milestones have been discussed with the GLA and agreed for revised delivery timeframes. This is part of the GLA’s ongoing review of projects and programme with partners. Changes to projects take place over the course of the programme and approval for those changes are only made if there is sufficient evidence to merit a revision. All partners are contractually required to achieve delivery milestones as agreed with the GLA and grant allocations can be withdrawn if partners fail to meet agreed project requirements. There are hundreds of schemes in the programme and the protracted nature of the development process, means that schemes are susceptible to external factors that can cause delay. Therefore, it is important that the programme is administered in a manner which mitigates this risk.
Details of starts on site achieved in the programme are shown in the Affordable Housing Statistics on the GLA website.

noise cameras

Andrew Dismore: Will TfL consider installing ‘noise cameras’ in places where vehicle noise is exacerbated by vehicles exceeding noise limits causing disturbance to residents, in light of the trial by the Department for Transport?

The Mayor: Please see my response to Mayor’s Question 2020/3263.

LFB and Self-Isolation (3)

Andrew Dismore: What mitigations have been put in place to minimise the number of firefighters or LFB staff needing to self-isolate where there is a confirmed case of Covid-19?

The Mayor: London Fire Brigade (LFB) has risk-assessed workplaces and work activities in accordance with government guidance, in order to reduce any potential for transmission of the virus to staff or between staff. Regular communications to staff on COVID-19 risk control measures have repeatedly emphasised the need to follow government guidelines on social distancing in the workplace, which will have the most significant impact on reducing the potential for ‘close contact’ between colleagues within the workplace. Where social distancing cannot be observed, LFB has implemented a range of additional control measures using personal and respiratory protective equipment to reduce the potential for transmission between staff and members of the public. LFB is actively using the Brigade Coordination Centre to identify the ‘close contacts’ of any staff that are confirmed as positive for COVID-19, in accordance with government definitions.

A24 Streetspace Scheme (1)

Leonie Cooper: Constituents are still concerned about the wands installed to create the segregated cycle lanes and the bus stops now positioned in the middle of the road. Can you confirm whether the London Ambulance Service have complained about delays?

The Mayor: Transport for London (TfL) has been in regular contact with the London Ambulance Service (LAS) about a range of schemes, including the upgrades to the cycle infrastructure on the A24. Following feedback, TfL widened the gaps between the wands in some locations to allow motorists more space to pull in, so emergency vehicles can pass other traffic more easily. TfL is continuing to review the scheme and is working with the emergency services more broadly to understand and minimise the impact of the London Streetspace scheme on their operations. It remains the case that the most serious impediment to the operations of the LAS is too much motor traffic, something that my Streetspace programme is working hard to prevent.

A24 Streetspace Scheme (2)

Leonie Cooper: Have either of the Boroughs of Merton or Wandsworth written formally to request the removal of the A24 Streetspace scheme? Either the segregated cycle lanes or the bus stops?

The Mayor: I can confirm that neither borough has written to me, the Deputy Mayor for Transport or Transport for London (TfL) to request the removal of the scheme. TfL worked closely with the London Boroughs of Merton and Wandsworth to develop and agree the Streetspace changes on the A24, including protected cycle lanes and bus stop changes, and continues to engage with both boroughs to discuss feedback on the project.

A24 Streetspace Scheme (3)

Leonie Cooper: Constituents are still concerned about the wands installed to create the segregated cycle lanes, especially near St George’s Hospital where many ambulances need access. Are there are any plans to replace them with Durakerbs, to enable cars to pull over more easily?

The Mayor: Transport for London (TfL) has engaged extensively with the London Ambulance Service (LAS) about the protected cycle lanes on the A24. Following feedback, TfL widened the gaps between the wands in some locations to allow motorists more space to pull in, so emergency vehicles can more easily pass traffic. The wands are flexible, so they spring back if nudged by drivers. The scheme uses temporary materials, and the wands are a cost-effective and easily adaptable way of creating protection for cyclists while also allowing space to be made for emergency services. TfL has no plans to replace the wands with Durakerb at this stage. TfL continues to engage with the LAS and other emergency services and will review scheme designs where necessary.

A24 Streetspace Scheme (4)

Leonie Cooper: Local businesses are still concerned about the lack of loading facilities. Is there any plan to introduce timed access for businesses to load/unload, eg between 6-7am?

The Mayor: Transport for London (TfL) has retained as many loading bays as possible, moving the majority to side roads, and has actively engaged, listened and responded to business concerns. For example, several loading bays have now been introduced on the A24, particularly in Balham. The scheme, including the provision of loading bays within it, is kept under continual review.

App delivery and P790 (2)

Andrew Dismore: What training is planned for frontline staff in using the electronic ‘app’ to manage fire survival guidance information between the control room and the incident ground as detailed in PN790.

The Mayor: A training strategy for the Fire Survival Guidance (FSG) IT solution has recently been approved by the project board. The main thrust of the training will be via Computer Based Training which will guide the delegate around the application, ask them to walk through three FSG scenarios and prove their understanding at the end of the process with a test. This training will be compulsory and on a six-month refresh cycle across all ranks. In addition to this online training, a training application is being developed for use in any FSG exercise undertaken by London Fire Brigade. The training application will consume data from the control training server and ensures that even outside an exercise scenario, any operational member of staff can pick up an appliance tablet and refresh themselves as to the functionality of the application.

LFB Response to a Second Wave (2)

Andrew Dismore: How have demands on frontline firefighters changed in order to ready the Brigade for the second wave of Covid-19?

The Mayor: London Fire Brigade’s (LFB) aim for the second wave is to maintain services in a COVID-secure manner. Demands on firefighters largely remain unchanged, although there is an added expectation that self-isolating and shielding firefighters undertake virtual training online in order to maintain competency wherever possible.
Risk assessments for all functions and premises have been reviewed in line with national lockdown measures, and firefighters are now required to undertake COVID-secure audits of their fire stations on a monthly basis. Frontline firefighters are also required to wear Type IIR facemasks in certain situations and follow updated procedures for the disposal of contaminated waste. Changes have been made to some areas of service delivery such as limiting Home Fire Safety Visits to high-risk premises in order to protect staff and the public.

Detailed data on children’s journeys to school (3)

Caroline Russell: Thank you for your answer to my question 2020/2160 on children’s journeys to school. You now have London wide programmes to deliver school streets and ensure journeys that cannot be made by public transport switch to walking and cycling rather than cars. What data have you captured that will let you monitor the success or failure of these investments, and are you capturing feedback from young people about their own journeys?

The Mayor: Streetspace for London School Street schemes are delivered by the London boroughs. Boroughs are required to conduct monitoring of School Streets (and other Streetspace for London schemes) as a condition of Streetspace programme funding. Transport for London (TfL) will work with the boroughs to utilise this data as part of the Streetspace for London monitoring programme.
In addition to this local monitoring, TfL is delivering an evaluation of a sample of new School Streets. Surveys are being conducted at approximately 20 schools with School Streets and 20 schools without to identify the impact on behaviour, attitudes and perceptions of parents and carers at these schools. Parents/carers will be asked to complete the surveys with their children. These surveys will provide a snapshot of the impacts of School Streets and the results will be available in early 2021.

Tube driver jobs

Shaun Bailey: Why are tube driver jobs not advertised? When was the last tube job that was advertised?

The Mayor: Transport for London (TfL) advertises vacancies for Train Operators internally to its employees first, in line with its own policies and agreements. If insufficient applications are received internally to meet operational requirements, the roles will be advertised externally. In recent years, internal recruitment campaigns for Train Operator roles have attracted a high number of applicants and vacancies have been filled internally. Some Night Tube vacancies have reached external recruitment, as these roles do not receive the same high numbers of applicants
The last Full Time Train Operator vacancy was advertised internally on 12 December 2019 and closed on 24 December 2019.
The last Night Tube Train Operator vacancy was advertised internally on 2 September 2019 and closed on 22 September 2019 and externally on 5 March 2018 and closed on 16 March 2018.

LFB and Self-Isolation (2)

Andrew Dismore: What are the triggers for self-isolation for those who have been in contact with a confirmed Covid-19 case?

The Mayor: London Fire Brigade has adopted the Government’s advice regarding the definition of close contacts and the resultant need to self-isolate. This includes close face-to-face contact under 1 metre for any length of time, talking in close proximity, as well as being within 1 to 2 metres of each other for more than 15 minutes, and travelling in a small vehicle together.

LFB and Self-Isolation (1)

Andrew Dismore: What are the rules for self-isolation for LFB staff?

The Mayor: London Fire Brigade has adopted the advice issued by the Government, which can be found online at: https://www.nhs.uk/conditions/coronavirus-covid-19/self-isolation-and-treatment/when-to-self-isolate-and-what-to-do/

Supporting leaseholders (2)

Andrew Dismore: At the recent FREP committee meeting leaseholders expressed that anxiety and stress which living in an unsafe building in need of remediation work causes them. What additional help can you offer to support the mental health and wellbeing needs of these leaseholders?

The Mayor: Please see my response to Mayor’s Question 2020/3950.

Supporting leaseholders (1)

Andrew Dismore: The EWS1 process is causing significant issues for many of London’s leaseholders. How are you working to support London’s leaseholders who are struggling with different aspects of the EWS1 process?

The Mayor: I am very concerned about the stress the EWS1 process is putting London’s leaseholders under, particularly where leaseholders are unable to sell their properties and are experiencing poor mental health exacerbated by concerns about unsafe cladding. I wrote to the Secretary of State for Housing, Communities and Local Government in September to raise my concerns about the EWS1 process and the impact it is having on leaseholders. To date I have not received a response. I continue to press ministers on this issue.
I also support the End Our Cladding Scandal campaign and agree with its recommendation that Government must ensurethat residents in affected buildings are offered support to cope with the physical and mental health tollof living in potentially dangerous buildings.
Leaseholders concerned about cladding and building safety issues can obtain further sources of advice and support from the Leasehold Advisory Service.

LLDC - Rent Holiday

Susan Hall: During the Covid-19 pandemic, LLDC extended a rent holiday to their tenants:

- For which period did this rent holiday operate?
- How many companies/tenants benefitted from this?
- What was the total rent/income forgone that resulted from the rent holiday?

The Mayor: LLDC has provided 21 tenants with rent relief, covering the period from 1 April – 30 September 2020. The total rent relief provided is £331,422.

Housing

Murad Qureshi: The Government has announced that London’s share of the funding will be reduced for the next Affordable Homes Programme. What elements of the programme are still under negotiation? Has the level of intermediate housing compared to social and affordable rent been agreed? Overall, how will the settlement impact your ambitions for delivering affordable housing?

The Mayor: I have concluded the negotiations with Government and will be releasing more information about the Affordable Homes Programme 2021-2026 imminently. I am disappointed that the Government has not provided sufficient funding to match the need for affordable housing in London, nor the scale of my ambitions to deliver. However, I am determined to use this new settlement to deliver a significant number of new homes for social rent, and to drive up quality and standards.

Empty garages

Tony Devenish: Will you urge London councils to get on and build homes instead of garages?

The Mayor: One of my top priorities is Mayor is to support councils to build more genuinely affordable homes in London, including on smaller sites (such as garages). In 2018, I released over £1 billion in capital funding and £10 million in revenue funding to councils through my inaugural Building Council Homes for Londoners programme. Last year the programme supported councils to start over 3,300 new council homes in London – the highest number since 1983. This significant investment means that councils should have greater confidence to tackle more diverse housing developments – including on garage sites.
In addition, my London Plan encourages housing development on smaller sites by requiring councils to meet small sites targets and to proactively seek new sources of supply. My Small Sites, Small Builders programme has also allocated £9.8m of capital funding to boroughs to deliver homes on small sites across London, including garage developments.

Reserving a Small Number of New Built Social Homes for Survivors Fleeing Domestic Abuse

Caroline Pidgeon: A report by Solace Women’s Aid showed that 46% of women leaving a secure tenancy due to domestic abuse said that fear of losing their tenancy had been a barrier to leaving the perpetrator. Will you work with Boroughs, housing associations, MOPAC and others to look at reserving a small percentage of new built social homes in London for survivors of domestic violence fleeing abuse, as is being called for by many organisations in the domestic violence sector?

The Mayor: Housing should never be a barrier to victims of domestic abuse fleeing a perpetrator. My top priority is to build more genuinely affordable homes, and the 7,000 social rented starts last year were more than my predecessor achieved in his entire second term. This means victims of domestic abuse and other households in need will have greater access to a home they can afford. Also, the new protections in the Domestic Abuse Bill – making domestic abuse a priority need category under homelessness legislation, and the retention of lifetime tenancies for those who have fled a secure tenancy – will much improve the safety net for victims. Furthermore, my Housing Moves mobility scheme now prioritises victims of domestic abuse. Finally, housing providers have a key role to play in supporting victims and, as set out in my Housing Strategy, all should be signed up to DAHA’s National Domestic Abuse Service Standards.

Independent Verification of TfL’s Bus Network Safety Performance Index

Caroline Pidgeon: In the data you provided in your much-delayed responses to Questions 2019/20679 and 2019/20680 it is evident that TfL’s Bus Network Safety Performance Index has not been subjected to even a basic independent audit and assurance. Will you immediately instruct TfL to cease publication of the questionable Bus Network Safety Performance Index until serious work has been undertaken to independently validate the conceptual framework and supporting data used to support that Index?

The Mayor: Transport for London’s (TfL’s) Bus Network Safety Performance Index (SPI) is used to identify areas where safety can be enhanced across the network. TfL is continually looking for ways to improve the Safety Performance Index so welcomes any specific feedback relating to the conceptual framework or underlying data which would support these improvements. TfL is not planning to pursue an independent assurance or cease publication at this time.
The SPI is just one tool used in a holistic performance framework used by TfL and its bus operators to help manage and improve safety. Serious incidents on the network are followed up and any lessons from these events are shared with all operators to promote accident and injury reduction. TfL has a Bus Safety Programme to help put more strategic plans in place and achieve my Vision Zero target of no-one being killed on or by a bus by 2030.

London Plan Design Guidance

Andrew Boff: The draft Good Quality Homes for All Londoners London Plan Guidance was published in March 2019, and is now open for consultation. Have any changes been made in light of experiences from Covid-19 and lockdown? What lessons have been learned from the recent experiences?

The Mayor: The COVID-19 pandemic has further emphasised the need for good quality homes with essential factors such as adequate space, light and ventilation. Such environmental considerations are already key components of my new London Plan and associated draft guidance, contributing to London being the highest scoring region in the 2019 Housing Design Audit for England. Recognising the importance of outdoor space to Londoners’ well-being, as well as internal space standards, my Plan includes minimum private outdoor space requirements, going further than the government’s Nationally Described Space Standards.
The current situation is likely to continue to mean people will be spending more time in their homes. It is important that we carefully monitor any impacts that arise from this to understand any policy interventions that may be needed. Homes built outside of the planning system remain a significant concern. While I am pleased that the government have recently responded to my lobbying for greater controls over permitted development, introducing the provision of adequate natural light and space standards as considerations, itis unacceptable that this only came about following the construction of many sub-standard homes, including some without windows.

Proposed Congestion Charge Extension

David Kurten: On 28 October 2020, you tweeted: ‘It is simply wrong to hit 4 million more Londoners with a proposed congestion charge extension, which would have a serious effect on BAME-owned small and medium-sized businesses. I'll say it again — I will not agree to these draconian terms.’ What do you anticipate the impact of the proposed congestion charge extension will be on white-owned small and medium-sized businesses?

The Mayor: There are no current proposals for an extension to the Congestion Charging scheme. Transport for London is considering all future revenue options as it prepares to set out its plan for financial sustainability going forward. As with any proposals, those taken forward will be subject to full impact assessment and consultation.

Privately owned public spaces data

Siân Berry: The latest data given on privately owned public spaces via the Green Space Information for Greater London (GiGl) was last updated on the London Datastore website in 2017 (https://data.london.gov.uk/dataset/privately-owned-public-spaces). Could you publish more up-to-date spatial data, including permissions given and completions for any new public spaces that are privately owned?

The Mayor: The Green Space Information for Greater London (GiGL) dataset published on the London Datastore website in 2017 that you refer to was independently collated, with data sourced directly from local authorities, supplemented by independent research. We will publish any updates of this dataset (that GiGl carry out) on the GLA datastore website and make it publicly available.
GiGL have also subsequently published a subset database which provides locations of selected open space sites in Greater London. It provides information about the sites including name, site reference and type and this is updated on a quarterly basis. The chosen sites represent accessible open spaces in Greater London, typically functioning as destinations for leisure, activities and community engagement. The dataset also includes connecting spaces for walking and cycling and sites that are designated as Public Open Space (POS) and protected in local planning. We will explore opportunities with GiGL to include further information within their dataset.

App delivery and PN790 (1)

Andrew Dismore: Please provide an update on the development and use of an electronic ‘app’ to manage fire survival guidance information between the control room and the incident ground as detailed in PN790.

The Mayor: A corporate ICT project commenced in November 2019 to deliver a solution to transfer real-time Fire Survival Guidance (FSG) data between the control room and the incident ground. The solution takes the form of an application to be installed on the fire appliance tablets and an accompanying website to be used by control. The application consumes any FSG data from the mobilising system and displays it in a structured format on the tablet. Updates can be entered on the incident ground regarding breathing apparatus crew deployment statuses against the calls, which are then automatically fed back to the mobilising system where control staff can view them. The data will also be available on a read-only basis to other operational staff and control rooms from other fire and rescue services via a secure registration process. The project is currently on target to rollout in March 2021.

Pedestrian fatalities

Caroline Pidgeon: In your reply to Question 2020/3264 you highlighted the Streetspace programme alongside borough-led initiatives such as Low Traffic Neighbourhoods as initiatives being taken to reduce pedestrian fatalities. However, these initiatives are largely confined to residential areas and do not address the issue that three quarters of fatal and serious pedestrian casualties occur on main roads. What steps are you taking to reduce fatal and serious pedestrian casualties on these roads, including measures to ensure greater speed enforcement?

The Mayor: My Vision Zero Action Plan sets out a safe systems approach to improving safety for all road users. This approach consists of actions to ensure we have safe speeds, safe streets (main roads and residential roads), safe vehicles and safe behaviours.
On main roads a combination of these approaches is being applied. These include safer vehicle designs resulting from the Direct Vision Standard and Bus Safety Standard, changing road layouts to make them safer and more attractive for pedestrians as part of our Healthy Streets programme, active enforcement of speed and other road danger through our investment and support of the MPS Roads and Transport Policing Command, and our wider communications and road user training programmes designed to ensure people can travel safely and sustainably by any mode.
To support safe speeds on main roads, TfL has reduced the speed limit to 20mph on all the main roads it operates within the congestion charging zone and has a programme to lower the limit on other main roads in appropriate locations. Streetspace schemes have been supported by an additional 20km of 20mph limits introduced on the Transport for London Road Network. TfL also targets enforcement through its network of over 800 safety cameras, the majority of which are on main roads, and works closely in partnership with the police to prioritise enforcement at locations where risk and speeding offences are prevalent.

Detailed data on children’s journeys to school (2)

Caroline Russell: Thank you for your answer to my question 2020/2160 on children’s journeys to school. You now have London-wide programmes to deliver school streets and ensure journeys that cannot be made by public transport switch to walking and cycling rather than cars. Will you now review the data you collect on children’s journeys to school to ensure that it is detailed enough to provide data to track changes in school travel by year, borough, transport mode and school stage?

The Mayor: The response to Mayor’s Question 2020/2160 that you refer to used data from the London Travel Demand Survey (LTDS). This is a long-established annual survey with a broad and strategic focus aimed at understanding overall travel behaviour by Londoners aged five and over. Transport for London is not planning to make changes to the LTDS, however, it is working with the boroughs and has set up specific monitoring plans to evaluate the travel impacts of the School Streets programme. For details about this, please refer to my response to Mayor’s Question 2020/3846.

Proposed protected cycle route on Tooting Bec Road

Caroline Pidgeon: In 2017 TfL consulted with residents on a proposed protected cycle route for part of Tooting Bec Road. What plans do you have to bring forward these prepared plans into actual change on the ground?

The Mayor: At the current time, Transport for London (TfL) is not planning to deliver the proposals consulted on for Tooting Bec Road. Prior to the recent pandemic, TfL had decided to reassess this particular corridor to ensure that any scheme delivered would complement the existing and proposed cycle network in the area. TfL will keep residents and stakeholders informed of any future plans for this location.
TfL and I remain firmly committed to supporting Londoners to make more journeys by bicycle, which is even more important with current restrictions on public transport capacity. Over the past six months, TfL has been working closely with all London boroughs on my London Streetspace Plan which includes improvements to sections of nearby Cycle Superhighway 7 on the A24 in Tooting.

Cost of new pedestrian crossings

Caroline Russell: What is the typical cost for installation and annual maintenance by Transport for London (TfL) for adding: a) a new zebra crossing, and b) a new light-controlled pedestrian crossing to a road?

The Mayor: Zebra Crossing
To install a zebra crossing (with beacons) can cost between £30-60k. The cost will depend on location and the size of the crossing.
The cost for maintaining a zebra crossing is included in Transport for London’s lump sum payments to its contractors for highway maintenance and is not broken down into to an individual cost. Typically, a zebra crossing will have the marking renewed once a year and the lamps changed in the beacons every 2 years.
Traffic signal-controlled pedestrian Crossing
To install a signalised crossing can cost between £80-130k. The cost will vary by location, the amount and type of equipment, and the age of the equipment.
The annual maintenance cost of a traffic signal-controlled pedestrian crossing is about £2,000, including power and communication lines.

Waterloo and City line

Shaun Bailey: Why has the Waterloo and City line remained closed?

The Mayor: Transport for London (TfL) is wholly committed to playing its part in supporting London’s economy and that of the country as a whole by providing safe, clean, reliable and well-managed transport services.Following the height of the coronavirus pandemic, TfL quickly returned to normal levels of services across the vast majority of its network.
The Waterloo & City and Central lines operate from a shared pool of train operators. The Central line is one of the busiest on the network, and throughout the pandemic has seen a smaller decline in customer numbers than other lines. As a result, TfL prioritised train operators to the Central line to ensure it can run a frequent and reliable service, enabling social distancing where demand remains comparatively high and supporting the journeys of many people who are less able to work from home.
TfL is continuing to closely monitor customer demand to inform its decision about when to re-open the Waterloo & City line. This includes monitoring daily arrivals at Waterloo mainline station, which have remained low, as well as demand on alternative routes between Waterloo and Bank.